Draft:Southern Arterial Route

Southern Arterial Route New South Wales
One-way pair through Ultimo, Chippendale, Redfern and Waterloo
1987 EIS proposed Southern Arterial Route (Overpass Turbo map, derived from EIS map)
General information
Type	Road
Opened	1987-1992

The Southern Arterial Route is a name used in New South Wales government planning documents for a proposed and partly implemented arterial road corridor in inner Sydney, New South Wales, Australia.

Conceived in the mid-20th century after a cancelled urban expressway scheme, the arterial corridor was later partially implemented in the 1980s-1990s as a One-way pair through Ultimo, Chippendale, Redfern and Waterloo.

The current route design as a paired one-way road system was first formally proposed in the 1987 Environmental Impact Statement for the Department of Main Roads (New South Wales) Pyrmont - Alexandria traffic management proposal^[1].

The project attracted significant community opposition and remains incomplete, with later proposals either to extend the corridor southwards or revert it to two-way operation. Only 2 of 3 stages were completed due to strong community opposition. Stage 1 covered Ultimo to St Paul's Place / Cleveland Street. Stage 2 was originally planned to connect St Paul's Place / Cleveland Street to Bourke Road, Alexandria, New South Wales^[2], however was only completed to Henderson Road. Stage 3 was cancelled in 1993^[3].

There have been numerous proposals in the decades since (or references to unpublished proposals) to extend the one-way pair further south^[4][5][6][7], or completely revert it to two-way operation^[8][9][10]. Parallel underground motorways, heavy rail and metro lines have been completed since the original proposal.

Directly adjacent to the arterial route, the Waterloo Metro station opened in 2024, and the Waterloo renewal project will build over 3000 new apartments^[11]. By 2030, Green Square, New South Wales to the south of the corridor will be the most dense urban area in Australia^[12].

Route

The current route is a One-way pair from Ultimo to Waterloo.

In the southbound direction, this route takes Harris Street, Regent Street, and Botany Road. In the northbound direction, the route takes Henderson Road, Wyndham Street, Gibbons Street, Regent Street, Cleveland Street, Abercrombie Street and Wattle Street.

At Regent Street north of Cleveland Street, the route combines to a two-way road and later splits again.

At Henderson Road, outside the Waterloo Sydney Metro Station, the route combines from a one-way pair into two-way roads at a 'dogleg' intersection.

Origins and Early Planning (1930s-1970s)

County of Cumberland planning scheme

Main article: County of Cumberland planning scheme

Plans for a major expressway along this alignment were perhaps first touted from 1938^[13].

The County of Cumberland planning scheme, gazetted in 1951, depicted the Southern Expressway as a major expressway running south from Ultimo^[14].

Botany Road and Regent Street widening

In 1956, a government gazette approved the widening of Botany Road and Regent Street (Main Road No. 170) between Henderson Road and Cleveland Street^[15].

In City of Sydney Planning scheme of 1971 was gazetted, based on the Cumberland Planning Scheme. This added a road reservation for Botany & Regent Street to be widened to 25.6 metres, allowing the road to be widened from a 4 lane to 6 lane road^[1].

‘Proposed Truck Route’ plan of 1969

The "Proposed Truck Route" plan of 1969, prepared by Cameron and McNamara, is almost identical to the "Arterial/Gateway/Distributor/Link announcements we have seen in the last 2 years". This truck plan included a one way pair from Ultimo to Bourke Road (Green Square), with a dashed line for a new road directly from Gibbons Street at Lawson Street to near Abercrombie Street^[16].

F6 Southern Expressway

By 1970, the City of Sydney Planning Scheme map showed an expressway parallel on the west side of the future the Southern Arterial Route corridor^[17]. A detailed map for Camperdown, Darlington, Forest Lodge, Glebe and Ultimo included a shaded area for the Southern Expressway - requiring the demolition of wide tracts of buildings^[18].

The 1974 Sydney Area Transportation Study recommended retaining the urban expressways^[19].

The February 1976 UTAC report^[20] made several recommendations including that "Construction of the first stage of the North Western Expressway be completed as the replacement route for the present Pyrmont Bridge, but further construction west of Darling Harbour be suspended and suitable links to the existing street network be developed" (4d). These links were described in the Glebe Island Arterial (Anzac Bridge) Environmental Impact Statement, which also stated "separate investigation into the possibility of upgrading the southern approaches to the Glebe Island Arterial by making Harris Street and Wattle Street a one way pair over part of their length is presently in hand and does not form part of this E.I.S."^{[21] : 19}

Cancellation of the parallel F6 Southern Expressway corridor

On the 23rd February, 1977 the New South Wales State Labor Government announced it would abandon significant plans for urban expressways in Sydney^[22].

The corridor reservation from the city to Huntley St, Alexandria was eliminated but the corridor from that point to Tempe was retained.^[23].

The corridor for the F4 Western Freeway (Western Expressway) was cancelled from "a point east of Concord Rd in the vicinity of Loftus Street, Concord" to the "City", eliminating the section of the freeway into the city. F3 North Western Freeway and F7 Eastern Distributor proposals (still under consideration at the time) were cancelled in August and October 1977 respectively^[23].

Pyrmont-Alexandria traffic management proposal (1980s-1990s)

Pak Poy and Kneebone Consulting traffic study (1981)

A 1981 traffic study recommended the function of existing arterial routes (Princes Highway, Botany Road and Mitchell Road/McEvoy Street) be reinforced in preference to the development of new freeway systems^[24][1]: 2

In 1985, the Sydney City Council developed a Plan of Action for Environmental Improvements in the south Sydney area, recommending a one-way pair along Botany road and Wyndham Street terminating at Cleveland Street and O'Riordan Street.^[25][1]: 2

City of Sydney Council reaction to the "Southern Arterial Route"

On May 26th 1986 the City of Sydney Council discussed the Glebe Island Arterial (Anzac Bridge) and a "southern route road". The minutes suggest the council was surprised by the plans and only learned about them via a "recent press release by the Minister for Roads on the proposed southern road route from Pyrmont to the Princes Highway, St. Peters." The council carried a motion including the "Department of Main Roads be requested to brief appropriate Aldermen on the proposed one-way pairing of Botany Road and Wyndham Street" and the "State Government's proposal to construct a southern road route from Ultimo to Green Square, Alexandria". There was also concern an EIS was not being prepared - the council requested "written representations to the Minister for Roads and Minister for Planning and Environment seeking an urgent assurance that an Environmental Impact Statement will be prepared and exhibited in accordance with Part V of the Environmental Planning and Assessment Act"^[26].

On the 8th of December 1986, "Mr. Peter Thornton, MacDonald Wagner Pty. Ltd., together with Mr. Peter Melser of M.S.J. Keys Young, Mr. Chris Hallam, Traffic Planner, and Mr. Ross Nettle of the Department of Main Roads, presented a briefing on the proposal by the Department of Main Roads to develop an arterial route between Pyrmont and St. Peters."^[27].

Environmental Impact Statement

In February 1987, the Department of Main Roads (New South Wales) released the Environmental Impact Statement (EIS) for the Pyrmont-Alexandria traffic management proposal. It states, following the Wran government cancellation of urban freeway corridors, the Department of Main Roads (New South Wales) investigated a number of alternatives to the Southern Expressway^[1].

Alternatives to the proposal

The EIS discussed a number of alternatives to the proposed Southern Arterial Route^{[1] : 102}, including:

• 'do nothing'
• the "Botany Road Widening Scheme Option"
• the "The Broadway Rail Tunnel Option"
• the "The High Standard Limited Access Route" option
• the "Public Transport Option"
• (alternatives to an open cut at Fig Street)
• The "Wyndham Street Residents' Alternative"

The High Standard Limited Access Route

This alternative was for a limited access route - but specifically not the Southern Expressway proposal as the land for this corridor was sold after the 1976 government decision. This alternative was studied by Project Planning Associates Pty. Ltd. (1986) on behalf of the Department of Main Roads. It was to involve a "grade separated route along Fig, Wattle, Abercrombie, Holden, Regent, Gibbons, and Wyndham Streets" at an estimated cost of $65.8 million. It was found to "affect" 164 properties and 4 parks. The EIS understands in 1987 that a "high capacity limited access route would cause severe severance effects in the community and in particular would affect the aboriginal housing area in Chippendale as a result of the need to cross the railway on a new alignment"^[1]: 107.

This alternative was dismissed due to less favourable "community impact, cost and time for construction", as well as "significant construction to traffic, particularly on major cross streets such as Broadway and Cleveland Street" during construction^[1]: 106.

The Public Transport Option

The Public Transport Option was dismissed as "Diversion of car drivers and passengers to the existing rail network is not considered likely" because "it would require a significant shift in attitude to transport by current and future corridor users" among other stated reasons. The EIS also stated that "neither rail or bus public transport satisfies the objectives of the Proposal as set out in Section 2.1"^[1]: 107.

The Wyndham Street Residents' Alternative

The EIS discussed an alternative presented by the residents of Wyndham Street. It states that in terms of projected benefits, the half of the proposal north of St Paul's Place has a higher priority than the southern half^[1]: 112.

This alternative prescribes the "one-way pair to extend to the south only to Henderson Road/Raglan Street, with both Wyndham Street and Botany Road staying two-way roads south of this point"^[1]: 112.

Traffic modelling is presented for this alternative, summarised by "These results are significantly worse than the 'no Proposal' results and very significantly worse than those for the Proposal. It is apparent than that the Wyndham Street residents' alternative is not a feasible alternative to the Proposal"^[1]: 112. The one-way pair currently ends at Wyndham Street, becoming two-way roads south of this point^[28], the same as this proposal.

Approval and implementation

On the 23rd of March 1987 the City of Sydney Council sought an urgent briefing on the "proposed Southern Road System", and an extension of time after 3rd April 1987 for the Council's EIS submission. The Save our Suburbs and Uproar groups were also invited to address the Council before the briefing^[29].

On the 26th of May 1987 the City of Sydney Council reiterated a request for "an Inquiry into the Southern Road System under the Environmental Planning and Assessment Act", and request that if the proposal proceeds "serious consideration be given to the alternative Scheme for the Redfern/Waterloo Section of the proposal, prepared by Council Officers." ^[30]

The City of Sydney Council received correspondence from

• "Hon. L.J. Brereton, Minister for Public Works, Ports and Roads, dated 2nd October, 1987" that he "concurs with the decision of the Minister for Planning and Environment not to hold an an Inquiry under Section 119 of the Environmental Planning and Assessment Act into the proposed Southern Arterial Route"^[31]
• "A letter from UPROAR dated 6th October, 1987" that refers to the "decision of the Minister for Planning and Environment not to hold an Inquiry on the Southern Arterial Route" and requests the council write to the Premier to seek "assistance for the setting up of the task force to satisfy Council's decision of 9th March, 1987"^[31]
• "A letter from SOS (Save Our Suburbs) dated 12th October, 1987", which includes a "copy of the opinion of the Department of Housing officers on the Southern Arterial Road Proposal" and "urging Council not to adopt the recommendation of the Works Committee at Council on 13th October, 1987, relating to the Southern Arterial Road"^[31]

Stage 1

Stage 1 of the Southern Arterial Route was the section north of Cleveland Street^[32].

An October 1987 the City of Sydney council resolved that "no objection be raised to the road works and traffic management works required for the completion of Stage 1 of the Southern Arterial Route between Pyrmont and Alexandria" was carried. Commissioner Oakes asked the City Engineer to advise council of the consequences if the council did object to the proposal; they "informed the Council that the proposed works were to coincide with the opening of the Glebe Island Arterial Road towards the end of this year and it was considered that the works would improve the movement of traffic by conversion to one-way traffic of streets such as Wattle Street, Harris Street, Regent Street and Abercrombie Street and that the alternative of leaving the streets as two-way traffic movement would lead to further congestion and chaos"^[33].

Stage 1 opened towards the end 1987, coinciding with the opening of the Glebe Island Arterial (Anzac Bridge)^[33].

Stage 2

On the 17th of October 1988 the City of Sydney Council resolved that no objection be raised to the works required for Stage 2 of the Southern Arterial Route (from Cleveland Street, Redfern, to Bourke Road, Alexandria), based on a 17th October 1988 report by the City Engineer^[34].

Estimates in 1988/1989 for the cost of the Southern Arterial Route between Harris Street, Pyrmont and Botany Road, Waterloo was estimated to total $23,470,000 having started in 1986, expected expenditure in 1988/89 was $5,465,000, expenditure to 30/06/88 to be $2,843,000, with completion estimated in 1992^[35].

A 1992 photo depicts the construction of the Gibbons Street segment from Lawson Street to Cleveland Street^[36].

A 1992 Draft Plan for a nearby park anticipated that the Southern Arterial Route, due to be completed in 1996, wouild "alleviate some traffic management problems existing along King Street, Newtown and perhaps reduce some of the pedestrian access problems along City Road"^[37].

Stage 2 opened on Sunday June 23rd 1992, which was covered by the Sydney Morning Herald^[38].

Cancellation of Stage 3

In Winter 1993, Marg Barry wrote an article in the Inner Voice publication titled "Southern Arterial Grinds to a Halt". This article describes the "massive" 46.5% drop in funds for transport and communications and the resultant meeting at the RTA. It states within days of budget day "members of the Southern Arterial Stage 3 Environmental Impact Study (EIS) Working Party had letters from the RTA putting the EIS into slow gear on the grounds that: "Until some decisions are taken about the termination point for the M5 East Motorway, we will not be able to assess the possible traffic impacts on the Traffic Study for the Southern Arterial Stage 3 EIS. As a result (it) will take longer than we anticipated, and we will have to delay considering most issues until some time next year."". The article also outlines the state of the EIS documents at the time - at that point the EIS Working Party had received Traffic, Air Quality and Heritage Reports, a Noise Quality Study had been completed, the Social Impact Study was to be concluded and the Landscaping Study was put on hold. It states the "chief conclusion" of the Citizens' Advocate, Hall Greenland, was "If people count, Stage 3 of the Southern Arterial will not be built (and) Stage 2 will be undone or significantly modified"^[3].

In Spring 1993, the same publication published an article titled "A Solution in Search of a Problem?". It states the conclusion of the draft Social Impact Assessment of the Southern Arterial Stage 3 route (released in November 1993) was that "Stage 3 seems to be a solution in search of a problem". The article states the report found the costs outweighed the benefits and discerned a fundamental disagreement between residents and traffic planners when it came to impact evaluation, and the the consultants were asked to draw the Social Impact Study to a close when the future of Stage 3 became uncertain.

The summary of the report "discusses the need for action if Stage Three does not eventuate due to: a serious traffic problem from congestion at Henderson Road where the one-way pair from Stage 2 switches back to two 2-way roads; a continuing traffic problem for Wyndham Street residents (due mainly to trucks and congestion), or; a continuing traffic problem for the shopping centre (due to speed down the one-way stretch)". One of the three recommendations of the residents workshop which concluded the study was that Botany Road should be reverted back to being two-way through the shopping centre^[39].

The City of Sydney hold planning documents for Stage 3, including the plan, EIS, heritage study, air quality assessment.^[40]

Later Proposals and Studies (2000s-2020s)

Proposals to extend the Arterial in the 1990s

Funding in the 1997-1998 NSW budget

Partial funding was allocated in the 1997-98 budget to complete the route, named the "BOTANY TO CITY VIA SOUTHERN ARTERIAL - SOUTHERN ARTERIAL ROUTE STAGE 3: ROBEY ST, MASCOT TO HENDERSON RD, WATERLOO". Completion was expected in 1999. It states expenditure to the 30th of June 1997 was $150,000, and budget allocation for 1997/98 was $4,000,000. It states the estimated total cost was $15,000,000^[4].

The Southern Arterial does not appear in the 1998/1999^[41], 1999/2000 ^[42] or 2000/2001^[43] budget papers, or the RTA Annual Report 2000.^[44]

The 1997 Draft Environmental Impact Statement for the Second Sydney Airport assumed the "Southern Arterial to Green Square (Wyndham St/Botany Street as one way pair) including extension of Wyndham Street to O'Riordon Street (2 lanes each way)" would be completed by 2001, and that a "one-way pair between Green Square and Robey Street" along O'Riordan Street and Bourke Road was "under consideration" by the Roads and Traffic Authority. This report assumes "One way pair O'Riordan St southbound, Bourke Rd northbound, between Green Square and Robey St (6 lanes from 4 lanes)" would be completed by 2006. ^[45].

Proposals to extend the Arterial in the 2000s

Roads Boost for South Sydney program (announced 2003)

On the 24th of January 2003, the Minister for Transport and Minister for Roads Carl Scully MP announced a 10 year road works program. A press release states that in excess of $80 million dollars had been allocated, with the "first priority the extension of the southern arterial route and the upgrade of the Green Square intersection.". It states "The southern arterial proposal will help solve this problem by extending the one way pair arrangement of Botany Road being one way southbound and Wyndham Street being one way northbound between Green Square and Henderson Road"^[5].

Funding in the 2003 RTA Annual Report

In the Major works appendix of the 2003 RTA Annual Report, funding for the Southern Arterial Route is documented. It is listed as "Botany to City Via Southern Arterial Southern Arterial at Green Square". "Announced completion" is listed as 2005, estimated total cost is $10,000,000, 2002-2003 expenditure is listed as $155,000 and expenditure to the 30th of June 2003 is listed as $450,000^[46].

2003 Study (Botany Road and Wyndham Street Southern Arterial Route Corridor Improvement Study)

On the 11th of April 2005, the City of Sydney Council discussed the Zetland Area Traffic study. Report papers for this meeting make reference to an earlier study of this corridor. The report discussion includes that "A previous study titled Botany Road and Wyndham Street Southern Arterial Route Corridor Improvement Study January 2003 by Masson Wilson Twiney examined the option of creating a 'one-way pair' route between Botany Road and Wyndham Street by extending the existing one-way system south of Henderson Road to the Green Square intersection". The minutes state this 2003 study found the corridor would have more capacity as a one-way system than a two-way system. The minutes state "This Zetland Area Traffic Study has confirmed that the ‘one-way pair’ proposal would increase the capacity of the corridor, but that the effects would be relatively localised, in that the road works identified as being required throughout the remainder of the road network would remain unchanged irrespective of whether or not a one-way or two-way system was adopted along the Botany Road and Wyndham Street route. It should be noted that the ‘traffic management plan – preferred option’ (Option 1 circulated separately to this report) retains two-way operation along both Botany Road and Wyndham Street"^[6].

A unanimously carried resolution in the minutes for this meeting indicate an explicit acknowledgement by the City of Sydney council that mode shift to public transport will be required to accommodate peak trip volumes. Item 14 part 2 C acknowledges that "...parts of the road network will have less traffic carrying capacity than required to accommodate expected peak period traffic volumes according to the analysis undertaken in the study...", however that "further improvements in modal split away from private vehicles and towards public transport will be required to accommodate the demand for trips if the exemptions above are supported"^[47].

Further context of the City of Sydney position on the one-way pair at this time is detailed in the 11th of November 2004 council item regarding the Green Square Town Centre Draft Masterplan and Local Environmental Plan and Related Matters. Under "External State Arterial Road (RTA) upgrade requirements", a 'Medium Term' Recommendation includes "Capacity improvements (including a recommended option for one-way pair) along the Botany Road and Wyndham Street corridor to the Green Square Intersection"^[7].

Paragraph 136 states "Council may not necessarily support some of the state road works that these studies have recommended in order to accommodate increased vehicular trips. The ‘oneway pair’ option for Botany and Wyndham Roads is one such example. Whilst the traffic modelling indicates that one-way pairing will ultimately be required, the urban design and amenity impacts of such an option conflict with Council’s objectives for the area."^[48].

Funding in 2004-2006 RTA Annual Reports and State Budgets

The arterial appears in the 2004 RTA Annual Report under "APPENDIX 01 // MAJOR WORKS (AS PER 2003 BUDGET PAPER No.4)". Listed as "Botany to City via Southern Arterial, Southern Arterial and Green Square", announced completion is listed as NA, estimated total cost is listed as NA, 2003-2004 expenditure is listed as $237,000 and expenditure to June 2004 is listed as $687,000. ^[49]

In the 2005 RTA Annual Report, the "Southern Arterial and Green Square (planning)" project appears. Annual completion date is listed as NA, estimated total cost is listed as NA, 2004-2005 expenditure is listed as $14,000 and Previous Year's expenditure is listed as $687,000^[50].

The "Integrated transport network" section of the "Infrastructure Statement 2005-06" includes (under chapter 2 Policies, 2.1 Planning, METROPOLITAN STRATEGY) the following discussion of the Arterial: "Improving existing transport networks through initiatives such as the planning for the Southern Arterial and Green Square road networks and the Westlink M7 and Cross City Tunnel, both of which are nearing completion,...". It states these improvements are included as "Significant infrastructure related initiatives influenced by the Metropolitan Strategy"^[51].

The project doesn't appear in the 2006 RTA Annual Report^[52].

Green Square Road Hierarchy and Traffic Study (RTA, unknown date)

The April 2010 "Planning Proposal: transport Report for Proposed Town Core Sites within the Green Square Town Centre" by Colston Budd Hunt & Kafes Pty Ltd, on behalf of "Green Square consortium and Landcom" references a one-way pair study. This report states (2.19) that "The RTA has investigated a plan to convert Botany Road and Wyndham Street north of Green Square into a one-way pair in order to extend the Southern Arterial route from Raglan Street/Henderson Street in Redfern southwards to Green Square. O’Riordan Street would then form the continuation of this route southwards to the airport. This proposal was investigated in the “Green Square Road Hierarchy and Traffic Study”. The RTA has decided not to proceed with the plan and has prepared an alternative detailed scheme to upgrade the intersections of Bourke Street with Botany Road, O’Riordan Street and Wyndham Street, in order to provide additional capacity and a configuration that would be compatible with the proposed development of the town centre.^[53].

The City of Sydney Planning Policy Sub-Committee stated in 2007 that the "The arterial network is under the care and control of the RTA which has future plans to complete the Southern Arterial route"^[54].

Proposals to extend the Arterial in the 2010s

Mascot to Eveleigh Road Network Plan (RMS, June 2018)

The "Mascot to Eveleigh Road Network Plan" (RNP) is discussed in the April 2021 "Botany Road Corridor - Transport and Traffic" report. This report states the RNP "connects the strategic aspirations of Future Transport 2056 with the practical requirements of road network users". It states one "opportunity" discussed in the RNP is "Consider the opportunity for an extension of the one-way pair".^[8]

Traffic and Transport Context Report (Jacobs, June 2018)

This report is summarised and discussed in the 2021 Botany Road Corridor Urban Design Study. This 2021 study states the 2018 report discusses either extending or removing the one-way pair. The advantage identified for extending the one-way pair is "Possible opportunities for additional mid-block crossing opportunities", however several disadvantages are identified. There are no disadvantages identified in the June 2018 report to removing the one-way pair^[9].

Proposals to extend the Arterial in the 2020s

Simulation of extending one way pair (VLC, May 2024)

A May 2024 article by VLC discusses a simulation of extending the one-way pair. It states "The aim of this test is to see if these changes could enable an overhaul of signal timings and intersection configuration to significantly improve walkability and add public green space without undue loss of function for car and commercial vehicle drivers". It include a possible further investigation could include "O’Riordan St tunnel to remove even more surface traffic to improve pedestrian accessibility".^[55].

Proposals to remove the Arterial in the 2020s

Botany Road Corridor - Transport and Traffic (Cattell Cooper, April 2021)

The April 2021 Cattell Cooper report "Botany Road Corridor – Transport and Traffic" states "The removal of the one-way pair offers opportunities for Regent Street that have the potential to increase its place function, moving it from a vibrant street to a ‘place for people’ and reducing the need for future compromise."^[8]

Botany Road Corridor Urban Design Study (TZG for City of Sydney, March 2021)

The Botany Road Corridor Urban Design Study study recommends that the one-way pair is removed to improve amenity and safety for pedestrians, cyclists, residents and bus users, and converted to two-way traffic.

This study references the previous two reports: "High level options to remove the one way pairs and reconfigure two-way pairs have been previously developed by Jacobs in their 2018 Report. Cattell Cooper with the City of Sydney have developed these options in more detail, to inform the Urban Design study."^[9]

Future Transport 2056: Tech Central Camperdown-Ultimo Place-based Transport Strategy (Transport for NSW, November 2021)

Strategic direction 1 of this strategy is "Creating walkable streets and places". Under "Priorities for investigation" 1.6 ("Better connections from Haymarket to Eveleigh, Redfern and Waterloo"), an investigation priority is "c) Reconfiguration of the one-way pairs through Redfern to create a people friendly public transport spine along Regent Street and a traffic bypass on Wyndham Street". Under "Strategic Direction 2: Enhancing access by cycling and public transport within and beyond Tech Central’s boundaries", priority "2.8 - An efficient and equitable allocation of road space and capacity" includes "...to review current road space allocation, road network priority and road network operations throughout Tech Central, including:...h) The conversion of one-way pairs to two-way operations on roads that support rapid bus lines and to support lower traffic speeds and volumes in locations with high place function such as Regent Street/Botany Road in Redfern and Harris Street in Ultimo.". Regent Street, Botany Road and Harris Street all make up the Southern Arterial Route one-way pair. ^[10] This strategy was released in November 2021. ^[56]

Criticism and Community Response

There was strong opposition to the proposal at the time of implementation from local residents groups, with coverage from the The Sydney Morning Herald.

A mid-1986 article in the Inner Voice magazine ("Residents Oppose Southern Arterial Paired roads") detailed public opposition. It states "some 100 South Sydney residents at a public meeting in early June declared their outright opposition to the NSW Government's $12 million Southern Arterial to link Pyrmont with St. Peters". Concerns included that the proposal would "increase the volume, size and speed of traffic, thus increasing traffic hazards, but also increasing noise and air pollution". It also refers to the proposal as the 'Paired One-Way Road System' and calls for an EIS to be prepared^[32].

Other critical articles in the Inner Voice journal include "Roads 2000" in June/July 1986^[16], "SOS on SOUTHERN ARTERIAL" in December 1988 ^[57], "Southern Arterial Grinds to a Halt" in Winter 1993 ^[3], "A Solution in Search of a Problem?" in Spring 1993^[39], and "Traffic Chaos in Redfern" in Winter 1992^[58].

A 1992 Sydney Morning Herald article covers backlash to the opening of Stage 2 of the southern arterial road through Redfern ("Row erupts as southern road opens"). This article states the EIS was "completed amid controversy in 1987", and that opponents state "there has already been a marked increase in the volume and speed of traffic through Redfern since last Sunday". The South Sydney Transport Group convenor Jack Carnegie said the State Government and the RTA should never have considered placing the road through an area already choked with smog, with a large number of elderly residents, and with one of the lowest car ownership rates in Sydney. An RTA spokesman denied that extra traffic generated by the third runway, the harbour tunnel and an influx of thousands of new inner-city residents under the city west strategy would have "any significant impact" on the southern arterial^[38].

Current Status and Future

There is no current public Transport for NSW position on the extension or removal of the Southern Arterial Route.

In the 20th June 2022 City of Sydney Council meeting, the council carried a motion to support the removal of the one-way pair of Regent Street and Gibbons Street and reinforce the high street character of Regent Street, however acknowledges TfNSW is the public authority responsible for managing the state roads. It states A key recommendation is the removal of the Gibbons Street / Regent Street one-way pair operation and the reinstatement of two-way traffic flow. It states TfNSW's submission notes "the conversion of the existing one way pairs would require a separate detailed investigation to determine the feasibility and implications for the existing and future transport network"^[59].

The planning documents for the Sydney Gateway Project state that as a result of its construction "O’Riordan Street and Botany Road will carry around 30% less traffic in 2026" ^[60][61]

A letter detailing a transport impact assessment for a nearby development states that "Sydney Gateway Road Project would result in a reduction in daily traffic by 30%-31% on O’Riordan Street and 26%-28% on Botany Road", and that this would justify the reallocation of signal timing.^[62].

The Future Transport 2056 transport strategy included that "Extension of the Botany Road / Wyndham Street one- way pair to Mascot (via O’Riordan Street / Botany Road)" is part of the "Transport Network Assumptions".^[63]

Related studies and projects

Sydney Metro - Waterloo Station Transport Impact Assessment

While the Sydney Metro - Waterloo Station Transport Impact Assessment did not make any recommendation to remove or extend the one-way pair, it includes discussion of the transport modelling and signalling requirements for the one-way pair. It stated "these modelling results are sensitive to signal settings and cycle times. SIDRA has optimised the phasing to produce the least vehicle delay with a cycle time of 130 seconds for both signalised intersections. In reality shorter cycle times would result in improved pedestrian performance but increased delay for vehicles"^[64].

Sydney Metro City & Southwest: Chatswood to Sydenham Conditions of Approval

As the Waterloo metro station, Sydney sits adjacent to the Southern Arterial Route, some of the intersections are captured by Condition of Approval D12 of the Sydney Metro City & Southwest project.

Condition D12 states:

D12: Traffic on local roads around each station must be monitored 12 months before the CSSI commences operation and for a period of no less than 12 months after commencement of operation. If monitoring indicates unacceptable traffic intrusion on local roads/streets as a result of operation of the CSSI beyond those that could reasonably be predicted in the EIS and/or Interchange Access Plan(s) in Condition E92, appropriate traffic management measures to mitigate the monitored impacts must be implemented following consultation with the Sydney Coordination Office and Relevant Road Authorities.^[65]

This requirement was interpreted in the Block 1 Report as measuring and preserving the vehicle Level of Service metric at nearby intersections. Relevant intersections for the Southern Arterial Route are Botany Road at Henderson Road/Raglan Street and Botany Road at Buckland/Wellington Streets^[66].

References

1. MacDonald Wagner (February 1987). Pyrmont-Alexandria Traffic Management Proposal - Environmental Impact Statement. Macdonald Wagner for Department of Main Roads. ISBN 0730545490.
2. "Council Minutes - 8 November 1988: Southern Arterial Route Between Pyrmont and Alexandria - Proposed Construction of Stage II by Department of Main Roads, N.S.W. (S06-01220)" (PDF). City of Sydney. City of Sydney Council. 8 November 1988.
3. Marg Barry (Winter 1993). "Southern Arterial Grinds to a Halt". Inner Voice. 64: 14, 15. ISSN 0155-7106.
4. "State Capital Program 1997-98 - Other Sydney Road Improvement: Botany to City via Southern Arterial (Budget Paper No. 4)" (PDF). Budget NSW. New South Wales Government. 1997. p. 70.
5. The Hon Carl Scully MP (2003-01-24). "Media Release: Roads Boost for South Sydney" (PDF). New South Wales Government.
6. "City of Sydney Council Council - 11 April 2005: ITEM 14. ZETLAND AREA TRAFFIC STUDY" (PDF). City of Sydney Council. April 11, 2005.
7. "City of Sydney Council Council - 11th November 2004: Item 16. Green Square Town Centre Draft Masterplan and Local Environmental Plan and Related Matters - Information Report (Paragraph 132 a)" (PDF). City of Sydney Council. November 11, 2004.
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External links

Category:Highways in Sydney Category:Redfern, New South Wales Category:Cancelled highway projects Category:Cancelled highway projects in Australia